186049 Preisdatenbank Los(e) gefunden, die Ihrer Suche entsprechen

Silver compact with gold border to lid and a silver cigarette case with engine turned decoration

Three Georgian silver salt spoons, two silver vestas with engraved scroll decoration, silver cigarette box with engine turned decoration and a silver whistle (7)

Late Victorian yellow metal circular locket with engine turned decoration, gold (9ct) bar brooch set with seed pearls , one other and a Georgian-style foil back brooch (4)

1993 Bentley Continental R Coupé, registration 206 BCR - automatic V8.6750 cc turbo charged engine - 370 bhp. Launched in 1992 the Bentley Continental R was the ultimate in luxury motoring for the discerning and rich motorist - it cost £230,000! This very good example is finished in Tudor red with cream leather with red piping. It has an extensive service history and has covered 100,000 miles. It is complete with its fitting personalised registration number, MOT and tax to February 2008. (Only 5% buyer's premium on this lot)

1954 Bentley R type saloon - Registraton USJ 376, chassis B235WG, six cylinder engine, 4,500 cc automatic. This lovely original example is finished in black over shell grey with a grey leather interior with a wonderful patina. It has been well maintained and has an extensive service history. Its original valve radio still works and it is supplied with original tools, handbook, workshop manual and some spares. MOT and tax until July 2008 (Only 5% buyer's premium on this lot)

A two-colour sliding pencil French, mid-19th century : hexagonal-shaped with hand-engraved floral and foliate design in vermeil on a engine-turned silver ground, with cast slide and terminal set with unengraved hardstone over a single reservoir, rare.

A silver Mordan Everpoint English, hallmarked 1867/68 : marked s m & co octagonal pencil with engine-turned case, plain terminal with milled edges, with facsimilie instructions, excellent, together with a pair of 1930s 'his 'n her' (one with clip, one with ribbon ring) plain silver pencils in fitted case, excellent.

A [yellow metal] 2-size safety and a Pelikan 100 German, 1930s : the first with overlay in alternating engine-turned and plain panels, clip marked 585, Warranted 2 14K nib generally excellent, but clip repaired, and the 100 with a grey pearl sleeve and Pelikan 14 Karat nib good, mech seized.

A Sheaffer Imperial 826 American, 1970s : marked sterling silver, with engine turned decoration and Sheaffer 14K medium nib, mint with sticker and box.

A Montegrappa 'Euro Greece' 17/25 Italian, 2002 : silver overlaid piston-filler marked 925 and depicting Greece and the Greek Islands on the cap, the then current countries in the European Union on the barrel, with those in the Euro zone being engine-turned, two-colour Montegrappa 750 M nib, in blue wooden casket with all paperwork and card outer, mint.

An Aurora 98, Marco Polo, and Senna Italian, circa 1970-1990s Ref 42, 43, 44: comprising a brushed gold-plated 98 pen with medium nib, a lined silver Marco Polo marked 925 and with broad nib, and a silver engine-turned marked 925 Senna large-aize ballpen no. 0110, all excellent.

A 9-carat gold Onoto English, London hallmark for 1924/25 : fully-covered engine-turned overlay with milled accents, De la Rue Onoto London nib, in hard Onoto presentation case, overlay very good/excellent, but initialled and section in a sorry state, together with a black 3-size Onoto The Pen in card box, a black and transparent latticed The Pen 5601/19 marked patent applied for, and two others.

Tin Plate Toys "A tinplate fire engine with driver and extending ladder, clockwork motor, replaced wheels, early 20th century, (P-F)"

Die Cast Vehicles "Thirty Models of Yesteryear Fire Engine Series vehicles, boxed, M"

Die Cast Vehicles "Two Matchbox Fire Engine Series Models, boxed, twenty six Models of Yesteryear, maroon boxes, M (28)"

Die Cast Vehicles "955 Fire Engine with extending ladder, boxed, G-E"

Die Cast Vehicles "555 Fire Engine with extending ladder (repro box), 965 Euclid Rear Dump Truck and 973 Goods Yard Crane, both boxed, F"

Model Railways "Three Triang Railways R228 Pullman coaches, boxed, F, ten goods trucks including milk tanks, container wagon and cattle truck, boxed, G, a Triang double engine shed, boxed, G, and Hornby R739 breakdown crane, boxed, G (15)"

Model Railways "Line side buildings and stations by Hornby and Hornby Dublo including Skaledale church, card engine shed and signal box, F-P"

Model Railways "A homemade wood and card engine shed and water tower, also a small quantity of boxed Trix Twin and Marklin 3-rail track, F-G"

Model Railways "Hornby No.2 electric two road engine shed, some slight rusting and damage to base, F"

Model Railways "Playworn Hornby clockwork locomotives and clockwork track including MO tender engine, No.1 Special tank, and No.1 Tender engine, some damage, rusting, parts missing, F-P"

Model Railways "A Bassett-Lowke single road engine shed of wood construction with brick effect and tile roof finished in brick red with four enamel advertisements, damage to shed roof, doors missing, P, four further buildings of wood construction, Northampton station (ramp missing at one end), two platforms with shelter and an island platform with shelter"

Model Railways "A Hornby Trains No.2 engine shed, minor defects to printed roof vents, overall good, box AF"

Scale Models & Railway Items "A model steam launch scratch built timber hull vertical steam engine with horizontal boiler, 46” long, P-F"

Scale Models & Railway Items "A Bonn's “Bonzo” model steam boat with painted plywood hull, steam engine with twin horizontal boilers, 32” long on stand, c.1935"

Hardwood Mantle Clock constructed from a propeller of Air Speed Oxford Twin Engine Trainer Crashed at RAF Cadet College Cranwell Summer 1940 with later drum platform escapement movement with white enamelled face, Roman Numerals

Pocket Watches: 2 rolled gold top wind 2' & 1 1/2'dia white faced, Roman Numerals, A.W. Co. Waltham Mass with plain case B100430 American Watch Co., silver key wind pocket watch with engraved case white faced, Roman Numerals, secondary seconds dial, silver double Albert with T-bar & 2 swivels 14'L, 18ct. gold fine fancy link Albert with bolt ring & swivel approx. 13 1/2', 2' dial rolled gold, white faced Roman Numerals, secondary seconds dial, Swiss made movement, Dennison Case engine turned back with vacant cartouche to centre

Diecast Corgi Classics & Certificates, Vintage Glory of Steam Models all boxed: Sentinel DG4 Steam Wagon with barrels, MacMullen Brewery 8006, John Fowler & Co. (Leeds Ltd), Fowler B6 Road Locomotive (Talisman), Low Loader & Cylinder Load-Pickfords 80102, Fagen Steam Wagon with tank-Indcoop 80204, Foden's Steam Wagon Tate & Lyle 80201, Fowler B6 Showman's Locomotive (The Lion), Anderton & Rowland 80101, Fowler B6 Road Locomotive 'Atlas'-Norman E.Box Ltd. 80104, Sentinel Platform Wagon wqith oil drums-WYNNS 80004, Foden Flatbed Steamer with 'Lift Van'-Bishop & Sons 80202, Super Sentinel Steam Wagon with crates-Tate & Lyle 80001, Sentinel Steam Wagon Shepherd Neame (300th Anniversary 1698-1998) 80003, Foden Drop Side Wagon with crates-Pickfords 80205, Sentinel Platform Wagon with cement bag, Cement Marketing Co. Ltd. 80005, Sentinel Platform Wagon with trailer & sack, Pull Bros. Ltd. (Home Pride Flour Mills) 80002, Fowler B6 'Super Lion' Showman's Engine (King Carnival II) 80103, Fowler B6 Showman's Locomotive 'Onward' -Le Mont Blanc & Caravan 80110

Diecast Metal Dinky Toys mainly with Original Boxes inc. BBC TV Roving Eye Vehicle 968 with aerial (Nash Rambler 173) Triumph Herald 189, Dodge Royal Sedan 191, Studebaker Golden Hawk 169, Chevrolet (El Camino) Pick Up Truck 449, Studebaker President Sedan 179, Rover 75 Saloon 156, Ford Zeffer Saloon 162, Healey Sports Boat on Trailer 796, Estate Car (Plymouth) 344, Packard Clipper Sedan 180, Land Rover Trailer 341, Austin Healey Sprit 112, Cadillac 131, Hudson Commodore 171, Hudson Hornet Sedan 174, Austin 7 Countryman 199, Plymouth Plaza 178, USA Police Car 258, Ford Fairlane 148, Land Rover 340, Vauxhall Cresta Saloon 164, 771 International Road Signs, boxed Tank Transporter 660, Petrol Pump Station 'BP' 783, 2 unboxed Petrol Pumps, Pullmore Car Transporter with loading ramp 794, unboxed: Fire Engine 955 x 2, unnamed Double Decker, Caravan 190, Foden Tanker, part unnamed Crane, catalogues, empty boxes

Mamod Steam SP2 Engine with boxed wax solid fuel tablets etc.

Meths Driven Marble Engine, low temperature differential, small Perspex to dial, ring bom low temperature differential

Sterling Ross Linkage Engine, Lamena Flow Engine, Ring Bom Engine, Novelty Beam Engine, Miniature Beata Engine mounted on hardwood bases, 2 marked Stirling (EN5-40 & EN2-10)

Misc Toys & Repro Weapons "A Mamod T.E.1 traction engine, part box only, F, and two Mamod power take-offs, boxed, G (3)"

Misc Toys & Repro Weapons "A Mamod T.E.1 traction engine, box AF, P"

Misc Toys & Repro Weapons "A horizontal steam engine with oscillating cylinder by H Nellist, Bradford, boxed, 6” long, a larger unmarked engine on heavy metal base plate, 11” long, another by Cyldon and another unmarked engine (P) (4)"

Misc Toys & Repro Weapons "A Mamod stationary steam engine, another engine (dismantled), a OO gauge tank locomotive and the shell of an O gauge tank locomotive (P) (4)"

Misc Toys & Repro Weapons "A Mamod T.E.1a traction engine with reverse gear, boxed, G-E"

Misc Toys & Repro Weapons "A Mamod T.E.1a traction engine and a L.W.1 lumber wagon, boxed, G"

Misc Toys & Repro Weapons "A Mamod S.E.1a stationary engine and a Mamod power press, boxes AF, F-G"

Misc Toys & Repro Weapons "A working model of a fairground organ comprising scratch built organ with animated figure and lights electrically powered horizontal reciprocating steam engine, within landscaped stand with tape recorder and music, 35” wide, perspex cover"

A Great War D.S.M. awarded to Petty Officer Mechanic A. Graham, Royal Naval Air Service, awarded the D.S.M. and Russian St. George Cross for Bravery for service with the Armoured Car Division in Russia Distinguished Service Medal, G.V.R. (F.2855 P.O. Mech. Armoured Cars, Russia, 1916-7) nearly extremely fine £2000-2500 D.S.M. London Gazette 11 August 1917. Alexander Graham was born in Belfast on 1 October 1892. A Chauffeur by occupation, living at Glenmachan Cottage, Strantown, Belfast, he entered the R.N.A.S. on 28 December 1914 as a Petty Officer Mechanic. Graham joined the Armoured Cars as a volunteer from the Ulster Volunteer Force (U.V.F.), the organisation readily supplying Locker Lampson with both money and men. His official record of service states: Joined R.N.A.S. Novr. 1914 Squad. 15. France. Belgium. 15.4.16 Awarded Efficiency Star for "Driving" as Leading Petty Officer; Aug-Novr. (1916) On detached service in Persia. Novr-Decr. On detached service in Dobrudsha. Hirsova base. Decr. On detached service in Roumania. Braila action. Awarded the St. George Cross for bravery under fire. Cross No.898652. presented on Full Parade 18th Feb. 1917. Decr. 27th Slightly wounded in action on Braila front. 9th May 1917. Promoted to Acting Chief Petty Officer. Quartermaster Sqn.3. 7th June Left Tiraspol Base for service in Galicia. 13th Septr. Left Proskurov Base for Kursk. 20th Sept. Confirmed Chief Petty Officer Third Grade. Awarded Distinguished Service Medal. 10th Octbr. Left Kursk for England on leave. 12.11.17 Returned to England. 31.1.18 Transferred to M.G.C. Graham was awarded the D.S.M. and St. George Cross for Bravery 4th Class for an action near Braila, Romania, 26 December 1916. Leading Petty Officer Graham and Petty Officer Classy were crew members of the Ford Model T Armoured Car commanded by Lieutenant Walter Smiles. After holding off the enemy near the hamlet of Perlita, Smiles in his car decided to retire. Unfortunately the reverse gear was not functioning properly.The story is taken up in The Czars British Squadron: The driver engaged reverse, let in the clutch, and the engine stalled. Smiles jumped over the side and swung the starting handle. The engine fired, but cut out again after they had covered only 50 yards. Smiles dismounted again and began swinging the handle once more, this time without result. The car was now the target of every enemy weapon within range and was being struck repeatedly. Smiles was hit in the rump and sent sprawling. He rolled into the shallow road-side ditch where he was joined by his crew Petty Officer Classey and Leading Petty Officer Graham. Both volunteered to try and start the car but Smiles would not let them, fearing that it would only stall again, and in any event the tyres were being cut to ribbons. Graham was sent back along the ditch to report to Shadwell, with strict instructions that no Russian lives were to be risked in attempts to help or extricate the car. They remained in the ditch until dusk, Smiles having his wound dressed with difficulty ... When darkness was complete Classey was able to start the engine, but reverse was still unobtainable. The car was bounced forward over the ditch, turned in the field and driven, with muscular assistance from Smiles back onto the road, regaining Russian lines without incident. Smiles was awarded the D.S.O.; Classey and Graham received the D.S.M. Sold with copied service paper and records; together with a copied photograph captioned, Com. Gregory presenting A. Graham with a medal.

Six: Chief Engine Room Artificer W. White, Royal Navy Africa General Service 1902-56, 2 clasps, Somaliland 1902-04, Somaliland 1908-10 (E.R.A. 2Cl., H.M.S. Dryad); Naval General Service 1915-62, 1 clasp, Persian Gulf 1909-1914 (164112 Ch. E.R.A. 1Cl., H.M.S. Hyacinth); 1914-15 Star (164112 C.E.R.A., R.N.); British War and Victory Medals (164112 C.E.R.A., R.N. ); Royal Navy L.S. & G.C., E.VII.R. (164112 C.E.R.A. 2Cl., H.M.S. Cumberland) first two and last with some contact marks, very fine and better (6) £350-400

A good Fire Brigade group of six awarded to Chief Officer T. H. Mather, who commanded East Ham Fire Station at the height of the Blitz, prior to taking command of a flotilla of fire-boats at Bristol: he would later recall the devastating raid of 7 September 1940, when around 200 Eastenders were killed, and another 800 wounded, and dealing with the carnage caused by an explosion aboard a ship carrying 15,000-tons of fuel at Avonmouth Docks British War and Victory Medals (Bosn., M.F.A.); Defence Medal 1939-45; Jubilee 1935; Coronation 1937; Association of Professional Fire Brigade Officers Long Service, silver (Chief Officer, 1929), mounted as worn from two separate wearing bars (excepting the Defence Medal), generally good very fine (6) £400-450 Thomas Harold Mather was born at Port Talbot, Wales in August 1890, and first entered the Fire Brigade with an appointment in the Liverpool Fire Salvage Corps in 1912. Having then served in the Merchant Fleet Auxiliary in the Great War, he returned to his former profession with an appointment in an industrial fire brigade in Birkenhead, and thus ensued a long and memorable career best summarised by a feature which appeared in the (Portsmouth) News on 14 August 1970: Three huge fires - when the bombers set Britains biggest gas-works ablaze, when Bristol suffered its biggest petrol-ship explosion, and when 600 homes were razed in Hartlepool - were recalled by a Portsmouth man who remembers them better than most people. Drawing on a well-worn pipe in his quiet flat at Vernon Court, London Road, North End, former Chief Fire Officer Thomas Harold Mather reminisced on his 80th birthday over his career in the fire service. Mr. Mather, one of only two Honorary Life Members of Britains senior fire organisation, the Institution of Fire Engineers, made history during his career by becoming the first professional Chief Fire Officer in two local authority brigades. He remembered his three largest blazes, one of which was a peace-time fire, and two of which were wartime fires. First he recalled the "Great Hartlepool Fire" of January 1921, when flames destroyed part of Hartlepools docklands and residential areas. Mr. Mather was in charge of some of the fire-fighters, and he recalled how "great piles and stacks of pit-props and dock goods were blazing, and the great poles carrying overhead tramlines had buckled over like hair-pins. The fire swept through the docks and into houses. Before it was out, 600 families were homeless," he said. "About one square mile of the city was ablaze at one time." Later in his career, while Chief Fire Officer of East Ham in London, Mr. Mather was in charge of fire-fighting during the Blitz when the biggest gas works in Britain and two of the largest dock installations were both in his care. "On the night of 7 September 1940, the bombers hit the gas works in a particularly bad raid and before we had the fire under control, we had 40 fire engines on the scene. We suffered these kind of raids night after night until the fire service was nationalized," he said. During the latter years of the War, Mr. Mather moved to Bristol where he was in charge of 13 fire-boats - and it was there that he had "the biggest petrol fire of my whole career. It happened at Avonmouth Docks when a ship carrying 15,000 tons of petrol exploded, causing the petrol to cascade into the engine room where three engineers were drowned in petrol. The fire spread and soon the whole ship was blazing from end to end. There were fire engines on the dock side, and I had my fleet of fire-boats on the seaward side," he said. His distinguished career in the fire service started in 1912 when he joined the Liverpool Fire Salvage Corps after being in the Merchant Navy. From Liverpool he went to the Birmingham Fire Brigade, and then his maritime interests tempted him to join the Navy during World War One. While based in Portsmouth he watched as a Zeppelin flew over the city. At the end of the War, he moved to an industrial fire brigade in Birkenhead and then he made history by becoming the first professional fire chief at the Seaham Harbour Combined Fire and Ambulance Brigade. There he was in charge of two fire brigades and an ambulance. He then became the first professional Chief Fire Officer at Gellygaer, near Cardiff in South Wales, where he was in charge of a main station and six sub-stations. In 1928 he moved to the East Ham Fire Brigade as Chief Fire Officer, and there he stayed for 14 years, including the initial years of World War Two. After getting Blitz experience, he moved to Plymouth where he became Commandant of the Regional Fire School for nearly a year. Because of his maritime experience he was then moved to Bristol, where he took charge of the fleet of fire-boats. He remained there until the end of the War, and in 1946 he retired and moved to Portsmouth. Mather was awarded the Jubilee 1935 and Coronation 1937 Medals while serving as Chief Officer at East Ham (the official rolls refer); sold with original cutting of the above quoted newspaper feature, and an old picture postcard of East Ham Fire Station, the reverse ink inscribed, Supt. T. H. Mather, Fire Station, East Ham, E. 6.

Five: Captain A. P. Sutton, Merchant Navy, whose command, the railway steamship Archangel, was seriously damaged and beached as a result of three bomb hits off the East Coast of Scotland in May 1941: the enemy aircraft followed up with at least two machine-gun attacks, bringing the total casualties to 33 killed and 77 wounded - the latter including Sutton British War and Mercantile Marine Medals 1914-18 (Arthur P. Sutton); 1939-45 Star; Atlantic Star; War Medal 1939-45, good very fine and better (5) £250-300 Arthur Pearson Sutton was born at Alderburgh, Suffolk in August 1897 and qualified as a 2nd Mate (Steamships) in London in December 1917, during the course of his services in the Mercantile Marine in the Great War. Having then added to his qualifications with a 1st Mates Certificate in Calcutta in September 1921, and a Masters Certificate in London in September 1924, he enjoyed several seagoing commands in the intervening period before joining the L.N.E.Rs railway steamship Archangel in March 1941. In common with so many other Merchant officers, however, his period of command proved short-lived, the bare facts of the Archangels fate being covered in the following secret report to the Ministry of War Transport: I am sorry to inform you that the Archangel was attacked by enemy aircraft about midnight on 16 May 1941, while conveying troops from Kirkwall to Aberdeen. She was struck heavily amidships, the engine and boiler rooms being put out of action and the upper decks so badly damaged that there was no communication between the fore and aft of the ship. The Master, Captain A. P. Sutton, was seriously injured, and out of a crew of 75, 17 are dead or missing and 15 injured ... Casualties among the troops were very heavy but the discipline throughout of both troops and crew was excellent. The destroyer escort sent a Surgeon to assist the ships Medical Officer. While they were attending the wounded there were two further attacks from the air, but these were beaten off by the Archangels own guns. At 4 oclock in the morning tugs arrived and both the wounded and uninjured troops, with part of the crew, were transferred to a destroyer. The Archangel was beached but unfortunately is a total wreck. Casualties among the Army were indeed high, 16 being killed and 66 wounded, the whole from the ranks of 182 and 196 H.A.A. Batteries, R.A. Clearly, too, Captain Sutton was too seriously wounded to submit his own report of the action, the task falling to Chief Officer A. W. Greenham: The enemy aircraft released three bombs simultaneously which struck the ship amidships between the funnels ... They wrecked the whole of the upper decks and blew out the private cabins; wrecked the engine and boiler rooms and there was hell let loose with escaping steam. I noted that the engine room skylights still remained in position but there was nothing left of the after funnel except a great chunk of iron ... the Second Officer came back and said he had found the Captain on the deck injured, and the O.C. Troops and I decided there was nothing to do but collect the wounded. Just at this time we heard the destroyer [H.M.S. Blankney; her Captains report included], which was ahead of us at the time of the attack, firing at an aircraft and our guns joined him. The starboard forward gun was very busy, and I think he got off two or three belts, but I am unable to say whether the after guns were used. The aircraft flew over us twice, using his machine-guns, and I saw tracer bullets flying directly at me. Although I did not actually see the aircraft I got the impression it was flying about 500 feet high, as I saw bursts of shells in the half-light about 1000 yards away at low altitude. I believe the destroyer shot down the aircraft. Some of the crew thought that tracer bullets from our guns struck the aircraft, but it was not seen approaching or overhead. The first thing we heard was the bombs and later there were machine-gun attacks ... Sutton eventually returned to seagoing duties in February 1943, when he joined the Prague, aboard which ship he served until transferring to his final wartime command, the rescue ship Bury, in September 1943. A vessel of 1910-vintage, the Bury was handicapped by her great age, and considerable leaks in her accommodation were the result, but she nonetheless gave sterling service from 1941-45, Suttons period of command encompassing at least a dozen operational voyages and the admission of many convoy patients to the ships hospital. So, too, her providing excellent H./F. and D./F. bearings of enemy submarines to her Naval escorts. But probably the highlight of her time under Suttons command was the occasion H.M.S. Vervain was torpedoed approaching the Clyde on 20 February 1945 - within 20 minutes the Burys rescue motor boat was picking up survivors, and though they were spread over a wide area, the task was completed within an hour. Sutton transferred from the Bury to the Macclesfield in August 1946, but for much of the late 1940s and 1950s he commanded the Vienna. Yet it was during the course of a short spell as Master of the British Railways ship Arnhem in 1952, that a little of his character was captured in a press interview: Captain A. P. Sutton has a back as straight as a cliff and a pair of clear, unflinching eyes, well-trained and accustomed to penetrating whether it be the dark shadows of the sea or, perhaps, the character of men. By instinct and experience he is a man of action, decisive, firm, and where the job is concerned, quite sure of himself. He carries an air of quiet confidence as comfortably as he wears his snug duffle-coat and peak cap. Captain Sutton came ashore for a final time in August 1962.

A fine Second World War Kings Commendation for Brave Conduct group of four awarded to Chief Officer G. E. Gourlay, Merchant Navy, who was cited for his courage on the occasion of the torpedoing of the S.S. Fort Bellingham during Arctic convoy J.W. 56A in January 1944 1939-45 Star; Atlantic Star; Pacific Star, clasp, Burma; War Medal 1939-45; Kings Commendation for Brave Conduct oval plastic badges (2), in their card box of issue with related oak leaves (2), and accompanied by their original registered forwarding envelope addressed to G. E. Gourlay, Esq., "Vistersatter", Glencairn, Stevenston, Ayrshire, extremely fine (8) £300-350 Gustaf Erik Gourlay was born in Stevenston, Ayrshire in August 1909 and qualified for his 2nd Mates Certificate (Steamships) at Glasgow in September 1929. Having then added to his qualifications a 1st Mates Certificate in December 1930, and a Masters Certificate in June 1934, he was serving in the S.S. Baron Vernon on the outbreak of hostilities. Several more ship appointments followed until, in June 1943, he joined as Chief Officer the recently launched Fort Bellingham, and he was similarly employed in that vessel when she was ordered to join Arctic convoy J.W. 56A in January 1944. Carrying a crew of 75 men, including the convoys Commodore and six of his staff, in addition to 12 Naval and 11 Army D.E.M.S. Gunners, the Fort Bellingham appears to have been torpedoed by two U-Boats on the night of the 25th-26th, namely the U-360, Kapitain Klaus Becker, and the U-957, Kapitain Gerd Schaar, several accounts stating that she survived the first attack but had to be abandoned as a result of the latter, and was finished off by torpedoes delivered by the escorting destroyer H.M.S. Offa. Kenneth Wynns U-Boat Operations of the Second World War states that the U-957 picked up two survivors, their subsequent interrogation providing valuable information, while the official Admiralty report into the Fort Bellinghams loss lists 39 missing crew, among them 16 Gunners and two members of the Commodores staff. What the same report fails to clarify (i.e. the ships Masters account of the proceedings that night), is that there were indeed two separate attacks, a strange omission in an already controversial report that openly criticised the action of the convoys Commodore and his D.E.M.S. Gunners (see below). That the Fort Bellingham was indeed attacked twice over several hours seems in no doubt, a witness aboard the destroyer Offa, Lieutenant G. G. Connell, D.S.C., describing in his wartime memoir, Arctic Destroyers, The 17th Flotilla, the gallant efforts of a medical officer, Surgeon Lieutenant M. J. Hood, D.S.C., who boarded the damaged merchantman after the U-360s attack, and then perished as a result of U-957s subsequent attack. Be that as it may, Fort Bellinghams Master, Captain J. N. Maley, described just one torpedo strike soon after midnight: No one saw the track of the torpedo, which struck on the port side, in the after end of No. 3 hold, forward of the engine room. There was a dull explosion and a fair amount of water thrown up on the port side. No flash was seen. The ship rolled to starboard, then to port, but quickly righted herself, settling bodily. The engine room bulkhead was pierced, both boilers collapsed and the main steam pipes fractured. A spray of oil and steam was thrown up high into the air, which obscured the view from the bridge. The engines and dynamos stopped immediately and all lights went out. Ventilators were blown off, some of which landed on the after deck. Nos. 2 and 4 lifeboats were destroyed. The decks did not apppear to be torn or buckled. Although the ship settled several feet, she seemed to be in no immediate danger of sinking. He continues: I sent the Chief [Gourlay] and Second Officers to the boat deck to clear away the boats. They found No. 1 boat hanging by the after fall and submerged. Apparently this boat had been lowered by the D.E.M.S. ratings, assisted by a number of seamen and engineers. When this boat capsized they went to No. 3 lifeboat, lowered it, cast off, and drifted astern ... I had given no orders to abandon ship, so obviously these men panicked. They were under the impression that the cargo contained ammunition, and feared a second torpedo ... Further acts of indiscipline followed: The Chief Officer [Gourlay] went round the decks and reported that all rafts, except one on the port side of the lower bridge and one in the after rigging, had been slipped and were floating astern ... I gathered the remaining men together, around 35 in all, and finally freed the raft from the lower bridge, giving instructions that it was to remain alongside, but as it became waterborne about 18 men jumped into it, cut the painter, and it quickly drifted from the ships side. The Chief Officer then took a party of men and endeavoured to release the raft from the after-rigging ... as the raft on the port side was proving difficult to free, the Chief and Second Officers went over the side to the waterlogged lifeboat in an attempt to make it serviceable. They were soon soaked in cold water and covered in fuel oil ... The Royal Navy then appeared on the scene: H.M.S. Offa tried to come alongside, but owing to the heavy swell, her bows crashed against my ship. At this moment, the Commodore jumped on board the Offa, followed by his Yeoman of Signals and Telegraphist. All got aboard successfully. The Commodore had not told me that he intended to make the atttempt, but went off without saying a word. The destroyer then stood off and picked up the survivors from the raft, also the Chief [Gourlay] and Second Officers from the waterlogged lifeboat, which was still alongside. The Second Officer was immediately taken to the sick bay suffering from the effects of fuel oil. At about 0230 H.M.S. Offa lowered her whaler, which came alongside the Fort Bellingham and took off all those on board. As the ship showed no signs of sinking the commander of H.M.S. Offa decided to sink her by torpedo and gunfire ... Maley had praise for just one member of his crew, namely his Chief Officer, Gustaf Gourlay: I would like to mention Chief Officer Gourlay, who displayed fine leadership and organisation. After this officer had made a thorough search for survivors, he gallantly went overboard into the fuel-covered water to clear the waterlogged lifeboat. He was awarded the Kings Commendation for Brave Conduct, the relevant London Gazette of 12 June 1945 listing him as Chief Officer of the Samvigna; an Apprentice aboard the same ship was similarly commended for bravery when an aircraft crashed in the London Gazette of 10 April 1945, but Gourlay had already moved on to his final wartime appointment, the Fort Frontenac, back in late 1944, so it seems more likely his own Commendation did indeed stem from the events of J.W. 56A.

An excessively rare Great War airship pilots D.S.C. group of four awarded to Flight Commander W. F. Horner, Royal Naval Air Service, who, having served in the Airship Expeditionary Force in the Aegean 1915-16, was killed on an operational flight in the SSP.4 over the North Sea in December 1917 Distinguished Service Cross, G.V.R., hallmarks for London 1917; 1914-15 Star (S. Lt., R.N.); British War and Victory Medals (Flt. Cr., R.N.A.S.), together with original illuminated Memorial Scroll in the name of Flight Commander William Frith Horner, D.S.C., R.N., with date Dec. 21 1917 added later, and a fine quality studio portrait photograph, the whole contained in a contemporary folding, part-glazed fitted leather display case, extremely fine (Lot) £4000-5000 D.S.C. London Gazette 1 May 1918: To officers of the Royal Naval Air Service for zeal and devotion to duty in the period 1 July to 31 December 1917. The original recommendation states: Flight Commander Horner has displayed great zeal and energy as Commanding Officer of Caldale Airship Station. He has carried out many submarine and convoy patrols in the North Sea under trying conditions. William Frith Horner, a native of Warlingham, Surrey, who was born in December 1894, was appointed a Midshipman in May 1912 and was serving in the battleship H.M.S. Vanguard on the outbreak of hostilities in August 1914. Shortly afterwards, however, he transferred to the Royal Naval Air Service, being appointed a Flight Sub. Lieutenant in March 1915 and trained as an airship pilot at Kingsworth, Polegate and Dover. Once qualified, he joined the Airship Expeditionary Force in the Aegean at the end of 1915, initially with a posting to Mudros, on the Island of Lemnos, but such was the attention paid to the sheds used for the forces Sea Scout Airships by Turkish bombers that the base became known as the "Pepper-pot". In due course, therefore, the force was transferred to a new base at Kassandra, where, as confirmed by the following report, Horner assumed command sometime in 1916: He is a most excellent Sea Scout Airship pilot, and has been constantly patrolling Kephalo and Mudros. He is now in command of Kassandra. He attempted a night spotting flight over Gallipoli. A most excellent officer with a good command of men. He is recommended for promotion (Report of the Wing Captain, Eastern Mediterranean, refers). Horner was accordingly advanced to Flight Commander soon after his return to the U.K. and commenced his next operational posting at Kirkwall Airship Station in April 1917. Transferring to Caldale Airship Station in the Orkneys, as Commanding Officer, that July, he flew many anti-submarine and convoy patrols in the period leading up to his death on 21 December 1917, mainly in Sea Scout Pusher SSP.4, which airship had been placed on the strength of the Caldale establishment on 12 June 1917, and carried a crew of three, comprising pilot, W./T. Operator and Engineer. Official records further reveal that the SSP. 4 had amassed 165 airborne hours prior to her disappearance in December 1917, many of them with Horner at the helm, a record saved for posterity in Caldales "Airship Daily Reports" (now held in the National Archives at Kew). Thus her very first flight under Horner on 5 July 1917: On SSP.4s first patrol today, magneto drive seized up owing to choking of oil pipes. Leading Mechanic Anthony took down magneto and drive, and started engine off Remy by cranking propellor. Airship was drifting for 40 minutes. She was ready for flight two hours after landing. Notwithstanding such mechanical defects, Horner took SSP.4 on a submarine patrol of 220 miles less than a week later, and followed up with another patrol of similar distance on the 21st. Then on 12 August he flew a 170 mile mine-searching and convoy escort patrol, while on the 17th - following a few local flights for dummy bomb dropping and Lewis gun pratice - he flew 110 miles in the course of another convoy escort patrol. And so his work continued right up until his demise on 21 December 1917, when the SSP.4 failed to return from patrol - wreckage was subsequently discovered on Westray Island, and Horner, who was 22 years of age, was posted missing, believed drowned. He has no known grave and is commemorated on the Chatham Naval Memorial. Sadly, too, the aforementioned Leading Mechanic E. F. Anthony, himself an "Airship D.S.M." Sold with four original wartime photographs, one of them showing a Sea Scout Pusher about to embark on patrol, the reverse captioned, Orkneys, 1917, Fritz in centre.

An emotive Great War Hejaz railway operations M.C. group of four awarded to 2nd Lieutenant W. T. Davies, Royal West Surrey Regiment, attached Imperial Camel Corps, late Shropshire Yeomanry, who was decorated for his gallant leadership in the famous raid on Mudowwara Station on 8 August 1918, which place he had earlier reconnoitred with four other officers, the whole attired in Arab dress: undoubtedly known to Lawrence of Arabia, who rode alongside the Camel Corps on many occasions, it seems improbable that the great man was not shown the "Mudowwara Trumpet", which instrument Davies retained as a souvenir of the raid - and which was sounded at the annual reunions of the Imperial Camel Corps right up until the 1960s Military Cross, G.V.R., in its case of issue; British War and Victory Medals (2 Lieut.); Territorial Force War Medal 1914-19 (1374 Sjt., Shrops. Yeo.), generally extremely fine (4) £8000-10000 M.C. London Gazette 10 September 1918: During the raid on Mudowwara Station on 8 August 1918, he was in charge of the attacking party which he led and directed with conspicuous ability. It was owing to his quickness of action that we incurred few casualties. His demolition work throughout the operations was invaluable. William Thomas Davies was born in Shrewsbury in October 1891 and joined the Shropshire Yeomanry in early 1910. Having then served in Egypt as an N.C.O., he was commissioned as a 2nd Lieutenant in the Queens Royal West Surrey Regiment in December 1917, and attached to the Imperial Camel Corps in Palestine. And it was in this latter capacity that he would come into close contact with Lawrence of Arabia in the following year, his, and one other company of the Camel Corps, totalling 300 men, being chosen to capture the railway station at Mudowwara. Mudowwara lay on the Hejaz railway, Lawrences favoured hunting ground, and possessed the only significant water supply to cover 150 miles of the line south of Maan. As a result, Lawrence had made two or three attempts to mount an attack on the station in September 1917 but, for assorted reasons, they never got off the ground. And it was only in August 1918 - via the suggestion of his friend Colonel Dawnay - that he got clearance to use two companies of the Imperial Camel Corps, under Colonel Robert Buxton, for a renewed initiative: Dawnay and I sat down with a map and measured that Buxton should march from the Canal to Akaba; thence, by Rumm, to carry Mudowwara by night-attack; thence by Bair, to destroy the bridge and tunnel near Amman; and back to Palestine on August the thirtieth (Revolt in the Desert refers). Here, then, Lawrences first mention of Buxton and the Imperial Camel Corps, but such were the achievements of this irregular force over the coming weeks - achievements in which Lawrence shared for he delighted in riding alongside them - that he would dedicate an entire chapter in Revolt in the Desert to their story. In late July 1918, he visited Buxton and his men for the first time: Accordingly I went down to Akaba, where Buxton let me explain to each company their march, and the impatient nature of the Allies whom they, unasked, had come to help; begging them to turn the other cheek if there was a row; partly because they were better educated than the Arabs, and therefore less prejudiced; partly because they were very few. After such solemnities came the ride up the oppressive gorge of Itm, under the red cliffs of Nejed and over the breast-like curves of Imran - that slow preparation for Rumms greatness - till we passed through the gap before the rock of Khuznail, and into the inner shrine of the springs, with its worship-compelling coolness. There the landscape refused to be accessory, but took the skies, and we chattering humans became dust at its feet. It was shortly after this visit that Davies participated in the reconnaissance from Rumm towards Mudowwara in Arab cloaks, the party also comprising Colonel Buxton, Captains Lyall and Bell-Irving and 2nd Lieutenant W. Jones (verified by records held in the Liddle Collection at Leeds University). And of the subsequent attack on Mudowwara, Lawrence later wrote: Next morning we heard by aeroplane how Buxtons force had fared at Mudowwara. They decided to assault it before dawn mainly by means of bombers, in three parties, one to enter the station, the other two for the main redoubts. Accordingly, before midnight white tapes were laid as guides to the zero point. The opening had been timed for a quarter to four, but the way proved difficult to find, so that daylight was almost upon them before things began against the southern redoubt. After a number of bombs had burst in and about it, the men rushed up and took it easily - to find that the station party had achieved their end a moment before. These alarms roused the middle redoubt, but only for defeat. Its men surrendered twenty minutes later. The northern redoubt, which had a gun, seemed better-hearted and splashed its shot freely into the station yard, and at our troops. Buxton, under cover of the southern redoubt, directed the fire of Brodies guns which, with their usual deliberate accuracy, sent in shell after shell. Siddons came over in his machines and bombed it, while the Camel Corps from north and east and west subjected the breastworks to severe Lewis gun fire. At seven in the morning the last of the enemy surrendered quietly. We had lost four killed and ten wounded. The Turks lost twenty-one killed, and one hundred and fifty prisoners, with two field-guns and three machine-guns. Buxton at once set the Turks to getting steam on the pumping engine, so that he could water his camels, while men blew in the wells, and smashed the engine-pumps, with two thousand yards of rail. At dusk, charges at the foot of the water-tower spattered it in single stones across the plain: Buxton, a moment later called "Walk-march!" to his men, and the three hundred camels, rising like one and roaring like the day of judgment, started off to Jefer. Thence we had news of them. They rested a day, revictualled, and marched for Bair where Joyce and myself had agreed to join them. And so it was, Lawrence rejoining the men of the Camel Corps for several days, a period in which he would undoubtedly have sought out information about the attack on Mudowwara - most likely, too, from one of the heroes of the raid, such as Lieutenant Davies - if so, we may be sure he showed the great man his souvenir, the trumpet that had been taken by him from a Turkish sentry who had tried to sound the alarm during the advance of his men, but who was silenced before he could do so. It was also during this visit to the Camel Corps that Lawrence observed with pride how well the men were progressing, largely thanks to Buxton having made some useful changes: Consequently, our Imperial camel Corps had become rapid, elastic, enduring, silent; except when they mounted by numbers, for then the three hundred he-camels would roar in concert, giving out a wave of sound audible miles across the night. Each march saw them more workmanlike, more at home on their animals, tougher, leaner, faster. Encouraged by the victory at Mudowwara, Lawrence guided the Camel Corps towards their next target, the railway viaduct at Kissir, south of Amman, a journey entailing another 120-mile journey behind enemy lines, a daring enterprise best summed up by Buxton: It is not unlike an attempt on the part of the Huns to blow up Waterloo Bridge, as it is many miles at the back of their lines and within five miles of their Army headquarters. But with the promise of Arab support, Lawrences leadership and an element of surprise, the matter should not be difficult. As it transpired, two enemy aircraft soon ended any notion of surprise, while the presence of three large Turkish patrols led both men to conclude that any attack would now end in serious casualties, and since Lawrence had assured Al

A fine Second World War D.F.C. and Bar group of eight awarded to Wing Commander R. L. Bowes, Royal Air Force, late Royal Air Force Volunteer Reserve, who led No. 44 Squadron in the famous Peenemunde raid in August 1943, when his Lancaster was hit by flak and badly damaged, and afterwards in a strike against Berlin in which his aircraft had an engine put out of action by another hit Distinguished Flying Cross, G.VI.R., with Second Award Bar, the reverse of the Cross officially dated 1943 and the reverse of the Bar 1944; 1939-45 Star; Air Crew Europe Star, clasp, France and Germany; Burma Star; Defence and War Medals, M.I.D. oak leaf; General Service 1918-62, 1 clasp, S.E. Asia 1945-46 (Act. Wg. Cdr., R.A.F.); Air Efficiency Award, G.VI.R., with Second Award Bar, 1st issue (Act. Sqn. Ldr., R.A.F.V.R.), mounted as worn, together with a set of related miniature dress medals, good very fine and better (16) £2500-3000 D.F.C. London Gazette 19 October 1943. The original recommendation states: In the attack on the Experimental Station at Peenemunde on 17-18 August 1943, the Lancaster aircraft in which Wing Commander Bowes was captain was hit in the nose by an accurate burst of light flak during the run up to the target. This engagement resulted in the Bomb Aimer being seriously wounded and blinded in one eye, and the bomb sight being completely smashed. In spite of this difficult situation, however, Wing Commander Bowes went on to make a most determined and accurate attack on the target. When clear of the target area, on the homeward journey, he organised successful first aid treatment for the Bomb Aimer who was suffering considerable pain from perspex splinters in the face. In the short time in which he has commanded No. 44 Squadron, Wing Commander Bowes has, through a quiet but strong personality and by his own determined operational example, inspired his aircrews with a vigourous offensive spirit and raised appreciably the efficiency and esprit de corps of the whole squadron. He has now completed 18 successful sorties, all, with one exception, against strongly defended German targets. In addition, during his O.T.U. training, he did eight anti-submarine patrols in the Bay of Biscay, during one of which he attacked a half-submerged U-boat and was credited with having probably damaged it. I strongly recommend Wing Commander Bowes for an immediate Distinguished Flying Cross. Bar to D.F.C. London Gazette 3 March 1944. The original recommendation states: Wing Commander Bowes has recently relinquished command of No. 44 (Rhodesia) Squadron on posting to staff duties. During his operational tour he completed successfully 23 sorties against enemy targets, including most of the well-known and notoriously well-defended German targets - Berlin (three times), Stuttgart, Mannheim, Peenemunde and the Ruhr. His quiet courage, splendid efficient determination to reach and hit his targets, and an invariable eagerness to operate have always been obvious, as the following two episodes well illustrate: During an attack on Peenemunde on 17-18 August 1943, Wing Commander Bowes aircraft was hit by an accurate burst of light flak during the run up to the target. The Bomb Aimer was seriously wounded, and the bomb sight completely smashed, but in spite of these difficulties a most determined and accurate attack was carried out. Again, in the Berlin attack on 18-19 November 1943, his aircraft was hit by flak shortly before bombing and one engine put completely out of action. A second and successful run up was, however, made, after which Wing Commander Bowes flew his damaged aircraft back to this country, eventually landing it without further damage in adverse weather conditions at an aerodrome on the south coiast of England. His own splendid operational example was undoubtedly responsible in large measure for the many successes of the aircrews he commanded, while on the ground he never spared himself to train and equip these personnel so that they would be fitted to inflict the maximum damage upon the enemy at the least possible cost. I strongly recommend Wing Commander Bowes for an immediate award of a Bar to his Distinguished Flying Cross. Robert Lawrence Bowes was born in April 1908 and held a private pilots licence prior to being commissioned on the Reserve of Air Force Officers in early 1933. Advanced to Flying Officer in September of the following year, he transferred to the Royal Air Force Volunteer Reserve in January 1938 and was advanced to Flight Lieutenant on the outbreak of hostilities. Bowes served as a flying instructor in the U.K. and Southern Rhodesia until 1942, was awarded the Air Efficiency Award in the following year (AMO No. 131 of 1943 refers), and originally commenced his operational career as a Flight Commander in No. 207 Squadron, a Lancaster unit based at Langar, Nottinghamshire, in the rank of Acting Squadron Leader. But it was for his subsequent services in No. 44 (Rhodesia) Squadron, a Lancaster unit operating out of Dunholme Lodge, Lincolnshire, that he won his first decoration, and more specifically for his part in the famous Peenemunde raid of August 1943. On that memorable occasion, in the rank of Acting Wing Commander, he led 44s force of 13 aircraft, himself piloting Lancaster DV. 155, which, as outlined above, suffered severe flak damage - in fact 44 Squadron suffered heavily that night, three of its Lancasters failing to return with the loss of 20 lives (just one member of aircrew survived to be taken P.O.W.). Awarded an immediate D.F.C., three of Bowes crew were duly gazetted for D.F.Ms in the New Year. Having completed his operational tour with No. 44 in February 1944, and added a Bar to his D.F.C. and been mentioned in despatches, the former no doubt prompted by his subsequent Berlin trips (London Gazette 14 January 1944 refers), Bowes joined H.Q. R.A.F. Scampton, where he served until attending a Staff College course that summer. A succession of staff appointments followed, until in March 1945 he joined No. 214 (Malay States) Squadron, a Fortess unit based at Oulton, Norfolk, and flying on radio counter-measure operations, in which role he would have been employed until the units disbandment that July. In September, he was ordered to South East Asia Command, in which theatre of operations he commanded No. 159 Squadron at Digri and Salbani until early 1946, a period that witnessed the units Liberators dropping supplies to ex-P.O.Ws and to the starving inhabitants of Southern Burma - and Bowes notching up a further 180 hours flying time. Having then been granted a permanent R.A.F. commission as a Squadron Leader, he next served as S.A.S.O. at No. 228 Group, followed by appointments at the Turkish Air Staff College in Istanbul 1948-50, the Armed Forces Staff College at Norfolk, Virginia 1950-51, and H.Q., U.S.A.F., 92nd Wing at Fairchild, Washington 1951-53, and was latterly a Wing Commander attached to S.H.A.P.E. He had, meanwhile, been awarded a Bar to his Air Efficiency Award (AMO No. 866 of 1951 refers). Sold with a quantity of original documentation, including the recipients (Civil Authority) Journey Log Book, covering the period June 1931 to April 1933; his R.A.F.V.R. Flying Log Book, covering the period July 1938 to March 1941; his R.A.F. Flying Log Book, covering the period August 1946 to May 1954; and three official Air Ministry photographs, two of them depicting low-level attacks on U-Boats, and most probably pertinent to the recipients earlier anti-submarine patrols in No. 44 Squadron.

A fine Second World War Mosquito pilots D.F.C., post-war E.II.R. A.F.C. group of eight awarded to Wing Commander O. D. Staple, Royal New Zealand Air Force, who flew many daring low-level sorties in 2nd Tactical Air Force 1944-45, among them strikes against the Chateau Fou at Chatellerault and the enemy barracks at Arnhem in support of the airborne landings: he twice returned to base in a flak damaged aircraft, once having to carry out a crash landing Distinguished Flying Cross, G.VI.R., reverse officially dated 1945; Air Force Cross, E.II.R., reverse officially dated 1960; 1939-45 Star; France and Germany Star; Defence and War Medals 1939-45; New Zealand War Service Medal 1939-45; General Service 1918-62, 1 clasp, Malaya, E.II.R. (Wg. Cdr. O. D. Staple, R.A.F., 70136), officially impressed naming as per New Zealand recipients, good very fine and better (8) £3000-3500 D.F.C. London Gazette 8 May 1945. The original recommendation states: This officer has just completed 50 sorties, including three daylight operations, and has shown himself to be an excellent operational pilot and possess a fine offensive spirit, coolness and great determination. Some excellent results were obtained from his sorties by night. On one occasion, he strafed 14 railway trucks causing two explosions. On another occasion, during a patrol in Germany, he found three trains which he successfully attacked with cannon and machine-gun fire. On the night of 4-5 October 1944, he found a moving locomotive near Zutphen and despite the flak defences around this town, he dropped a flare and proceeded to attack his target. He obtained many strikes on the locomotive. His aircraft was hit by flak, which necessitated the feathering of the port propeller. The return flight was made on one engine and a crash landing effected at Manston. Flight Lieutenant Staple took part in the successful daylight operations on 2 August 1944 against the Chateau at Chatellerault; on 25 August 1944, against trains near Chalons-sur-Soane and on 17 November 1944, against the barracks at Arnhem in support of the airborne landings. In view of his excellent operational record, I strongly recommend him for the award of the Distinguished Flying Cross. A.F.C. London Gazette 1 January 1960. The original recommendation states: Squadron Leader Staple rejoined the R.N.Z.A.F. in April 1947, having previously served from 1942-45. He has completed a total of 4,750 hours, 235 hours of which have been flown in the last six months. In June 1953, he transferred to the Transport role and from June 1954 to June 1956, he was employed in No. 24 (Commonwealth) Squadron in the U.K. On his return he was posted to command No. 40 Squadron. Squadron Leader Staple is an exceptional pilot who sets an excellent example and has earned for himself the respect and admiration of all aircrew who have served with him. His flying has at all times been in the highest traditions of the Service, and has been the subject of most favourable comment by a number of V.I.P. passengers who have flown with him. The Squadrons excellent record is in no small measure due to his leadership on the ground and in the air. Owen David Staple was born in Rotorua, New Zealand in February 1922 and joined the Royal New Zealand Air Force in February 1942. Trained as a pilot out in Canada, he was commissioned on gaining his "Wings" in November of the same year and arrived in the U.K. in December 1943. Having then attended No. 60 Operational Training Unit, he commenced in June 1944 a tour of operations in No. 107 Squadron, a Mosquito unit operating out of Hampshire - but later advanced airfields in France - and a component of 138 Wing, 2nd Tactical Air Force (T.A.F.). In fact, teaming up with Flying Officer D. Wimmers as his Navigator, he went on to complete 58 operational sorties, the whole comprising a relentless agenda of daring low-level attacks on targets in Austria, France, Germany and the Netherlands, reaping havoc among enemy troop movements, transport and communications. So, too, significant damage on more specific targets, a case in point being the Chateau Fou, near Chatellerault, on 2 August 1944 - where troops of the notorious 158th "Security" Regiment, who had recently murdered members of the S.A.S., were billeted: In the woods to the immediate south of the Chateau, one large explosion was seen after a cannon attack, possibly from motor transport. Bombs landed all round the Chateau but no direct hit was claimed. Strikes were obtained on the roof in a cannon attack and a small fire was seen to start inside. Aircraft D sustained the loss of one engine over the target and crash landed at Thorney Island - crew unhurt. The trip back was uneventful except for a little flak soon after leaving the target, which was successfully avoided by all except F./O. Staple in Aircraft J ... It is doubtful if the Chateau was entirely destroyed but troops possibly hiding in the woods would have been eliminated (107s Squadron Operational Record Book refers). So evidence here of Staple returning to the U.K. in another flak damaged aircraft, an experience he would go through again as a result of his gallant attack at Zutphen on the night of 4-5 October 1944. He was recommended for his D.F.C. on 6 February 1945, raised his tally of sorties to 58, and was released in the rank of Flight Lieutenant back in New Zealand that November. Staple rejoined the R.N.Z.A.F. in April 1947 and commanded No. 40 Squadron, a Hastings unit, 1957-59, and No. 41 Squadron, a Bristol Freighter unit, 1959-61, the latter appointment including service in Singapore at the time of the Malaya operations and witnessing the award of his A.F.C. Having then been advanced to Wing Commander in January 1962, he served latterly as Deputy Director of Postings at R.N.Z.A.F. Headquarters. He died in Rotorua in November 1973. Sold with the recipients original R.N.Z.A.F. Flying Log Book for the period January 1954 to June 1962.

A particulary fine, well-documented and poignant Battle of Britain Spitfire aces D.F.C. group of four awarded to Flight Lieutenant D. G. Gribble, Royal Air Force, who, having been compelled as a result of combat damage to make a forced-landing on a beach near Dunkirk in May 1940, went on to claim six confirmed victories, besides several probables and damaged, the vast majority of them at the height of the Battle in August 1940, a gallant operational career that is well recorded in the memoirs of his fellow 54 Squadron pilots, Al Deere and Colin Gray - he was killed in action in a Channel sweep in June 1941, having been heard to call "Engine cut, baling out" Distinguished Flying Cross, G.VI.R., reverse officially dated 1940 and privately inscribed, Flight Lieut. D. G. Gribble; 1939-45 Star, clasp, Battle of Britain; Air Crew Europe Star; War Medal 1939-45, contained in an old leather case, extremely fine (4) £14000-18000 D.F.C. London Gazette 13 August 1940. The original recommendation states: Since the outbreak of war, this happy young Fighter Pilot has taken part in almost every offensive patrol carried out by his squadron during the invasion of the Low Countries, throughout the Dunkirk operations and, in more recent times, the intensive air fighting over the Channel. A survivor of Dunkirk, he was, himself, shot down there, but made his way back again to this country, salving some valuable wireless equipment from his aeroplane. Throughout innumerable offensive patrols to date, Pilot Officer Gribble has led his section, and recently his Flight, with great courage, gallantry and determination. On one occasion, having fired all his ammunition, he was bringing back two other pilots of his section who had not fired any of theirs, when he sighted a Vic of 6 Do. 17s. Without hesitation, he led the two other pilots - although subjected to severe cross-fire against which he had no means of replying - into the attack with such determination that the effective bombing of an important convoy was prevented. Pilot Officer Gribble has so far, himself, destroyed 3 Me. 109s and damaged a great many more. Both in the air and off duty on the ground, this officers cheerful manner and example have done much to keep up the high morale of his squadron during the hard times it has recently passed through. Dorian George Gribble was born in Hendon, London in June 1919, but was brought up on the Isle of Wight, where he was educated at Ryde School. Joining the Royal Air Force on a short service commission in March 1938, he attended No. 11 F.T.S. at Shawbury before being posted to No. 54 Squadron, a Gladiator unit based at Hornchurch, in December 1938. Shortly thereafter the Squadron was re-equipped with Spitfires. With the onset of the German invasion of the Low Countries, No. 54 went into action, Gribble flying his first offensive patrol to Ostend on 16 May 1940. The previous evening, in an operational briefing delivered to the pilots in the Officers Mess billiard room, Al Deere had scanned the audience: The central figure was, as always, Pilot Officer George Gribble. Very English, very good looking and bubbling over with the enthusiasm of his twenty years, he epitomized the product of the public school; young yet mature, carefree yet serious when the situation required and above all possessing a courageous gaiety which he was later to display in abundance. A little over a week later, on the 24th, in 54s second patrol of the day - a large scale dogfight over the Dunkirk-Calais sector in which Colin Gray later recalled seeing nothing but black crosses hurtling around in all directions - Gribble destroyed a Me. 109 after firing 1700 rounds from 250 yards range (I saw my tracer crossing into his aircraft while he was on his back. He just fell into the ground ... ). The following day his Spitfire was badly damaged when 54 was jumped by about a dozen 109s, and he carried out a forced-landing on a beach near Dunkirk - but removed his radio equipment from the cockpit before finding passage home in a tramp steamer bound for Dover. Al Deere later recalled his arrival back in the U.K.: A pleasant surprise awaited me when I walked into the Mess on the way to supper. In the hall stood George Gribble with, of all things, the radio set from his aircraft under his arm. "Do you mean to say that you carted that thing all the way back with you?" I asked, clasping him warmly by the hand. "Seemed the sensible thing to do, old boy. So far as I know these particular sets are still on the secret-list and we dont want the Huns to get a free copyright," he answered. This was typical of George. He must have gone to no end of trouble to carry such an awkward and fairly heavy piece of equipment back with him. Apparently the captain of the ship that brought him home had tried to dissuade him for, as he pointed out, space was at a premium, and it must be men before material. Once having made up his mind, nothing would deter Geroge. The Squadron moved to Catterick on 28 May, and thence back to Hornchurch on 4 June, but it would not be until July that it returned to frontline duties. Battle of Britain With the advent of the Battle proper, 54 started to operate out of Rochford and Manston, and on 24 July, over North Foreland, in what Colin Gray described as a terrific dogfight ... in no time at all it became a crazy mixture of Spitfires and Me. 109s chasing one another round in circles, Gribble claimed a brace of Me. 109s destroyed (unconfirmed). The following day, when just five of 54s Spitfires joined in combat with two waves of Ju. 87s, escorted by about 80 109s, Gribble led Green section, but with two of their number shot down, 54s survivors were compelled to beat a hasty retreat back to Manston, but not before we had to take violent evasive action. On 26 July, the Squadron moved to Catterick, the very same day on which Gribble was appointed Flight Commander of B Flight, and in fact the date on which he was recommended for the D.F.C., the covering remarks of Air Vice-Marshal Keith Park stating: This cheerful young pilot has shot down 3 enemy aircraft and damaged many more. He was particularly gallant in leading his Flight on a recent occasion. He had fired all his ammunition - however, he led his section against a Vic-formation of 6 Do. 17s and so prevented the effective bombing of an important convoy. As a leader he is outstanding - his morale and cheerful bearing are an example to the Squadron. For his outstanding qualities as a leader, I strongly recommend him for the immediate award of the Distinguished Flying Cross. Air Chief Marshal Dowding concurred, his signature of approval being dated 31 July 1940. Early August witnessed the Squadron moving to Hornchurch, and on the 15th, Gribble damaged a Ju. 87 in a dogfight over Dover-Hawkinge sector, one of 30 87s with a 40-strong Me. 109 escort - I dived into the attack, using 12 boost, and fired a long burst at one from astern. It seemed to "shudder" in mid-air and then dived steeply with black smoke coming from it. I saw my ammunition entering the machine. Later that day, he also destroyed a Me. 109 and damaged a Do.17 over the Maidstone. Of the fate of the 109, his combat report stated: On breaking again I came up and engaged a Me. 109, chasing it out towards the sea. The cloud was about 10/10 at 13,000 feet, so I had not very much idea of where I was. I gave the enemy aircraft a longish burst from 350 closing to 250 yards. The enemy aircraft dived and then burst into flames ... The very next day, the 16th, he damaged a Me. 109 east of Hornchurch - I managed to get in a long burst (10 seconds), opening at 300 yards and closing to 200 yards range. Smoke began to pour out of the machine and it went into a dive - while on the 18th, when the Squadron was sent down to Manston for the third day running, Gribble acted as "Blue Leader" in B Flight, and destroyed another Me. 109, in additio

A superb Second World War fall of Singapore operations D.S.M. group of six awarded to Stoker P. A. H. Dunne, Royal Navy, for a motor launch versus Japanese destroyer action of "Li Wo" proportions: few escaped the resultant carnage inflicted by several point-blank hits on H.M.M.L. 311s hull and upper deck - and those that did had to endure over four years as a P.O.W. of the Japanese, the wounded Dunne among them Distinguished Service Medal, G.VI.R. (Sto. P. A. H. Dunne, P/KX 132616); 1939-45 Star; Atlantic Star; Pacific Star; Defence and War Medals, mounted as worn, minor contact marks, good very fine or better (6) £4000-5000 D.S.M. London Gazette 19 February 1946: For great gallantry, although wounded, in keeping the engine room services of H.M.M.L. 311 in action after an attack by a Japanese destroyer on 15 February 1942. The original recommendation states: During the engagement between H.M.M.L. 311 and a heavy Japanese destroyer on 15 February 1942, when the remainder of the Engine Room personnel had been killed, and heavy damage sustained in the Engine Room, the above rating continued to keep the Engine Room services in action, under the most trying conditions. Throughout the engagement, being himself wounded in the leg, Stoker Dunne worked in close proximity to blazing petrol tanks, and in additional danger from pans of live Lewis gun ammunition bursting into flames, some of which penetrated the Engine Room. He remained carrying out E.R. duties until the order to abandon ship was received. Percy Albert Holmes Dunne, a native of Whitley Bay, Northumberland, who was born in November 1921, was recommended for his immediate D.S.M. by Commander V. C. F. Clarke, D.S.C.*, R.N., in October 1945, when the latter, the senior surviving officer from H.M.M.L. 331, submitted his official report of the action to Their Lordships: I have the honour to submit the following report of the passage of H.M.M.L. 311 from Singapore to Banka Straits and her sinking there by enemy action. This report is forwarded by me, as Senior Naval Officer on board, in the absence of her Commanding Officer, Lieutenant E. J. H. Christmas, R.A.N.V.R., whose subsequent fate is unknown. I embarked on H.M.M.L. 311 on the afternoon of 13 February 1942, as a passenger. Orders were later received from R.A.M.Y., through Commander Alexander, R.N., to embark about 55 Army personnel after dark, then proceed to Batavia via the Durian Straits ... At daylight on the 15th, we sighted what appeared to be a warship from 2 to 3 miles distant, almost dead ahead, in the swept channel, at a fine inclination, stern towards us and to all appearances almost stopped. We maintained our course, being under the impression that this was probably a Dutch destroyer. When about a mile away the destroyer altered course to port and was immediately recognised by its distinctive stem as a Japanese destroyer of a large type. At Lieutenant Christmas request, I took command of the ship and increased to 18 knots, maintaining my course, to close within effective range. The enemy opened fire and, with the first salvo, scored two hits, one of which penetrated the forecastle deck, laying out the guns crew, putting the gun out of action and killing the helmsman. Lieutenant Christmas took the wheel, and I increased speed to approximately 20 knots, and made a four-point alteration of course to starboard to open A arcs for the Lewis guns, now within extreme range. This brought me on a course roughly parallel and opposite to the enemy enclosing the Sumatra shore, which, in the almost certain event of being sunk, should enable the crew and the troops to swim to the mainland. On my enquiring, after the alteration, why the 3-pounder was not firing, I was informed it was out of action. By constant zig-zagging further direct hits were avoided for a short time, during which the light guns continued to engage the enemy. The enemy, however, having circled round astern of me, was closing and soon shrapnel and direct hits began to take their toll both above and below decks. The petrol tanks were on fire, blazing amidships, and there was a fire on the messdecks. The engine room casing was blown up and two out of three E.R. personnel had been killed, whilst the third, a Stoker [Dunne], was wounded in the leg. The port engine was put out of action. The E.R. services as a whole, however, were maintained throughout the action. Finally, Lieutenant Christmas at the helm reported the steering broken down with the rudder jammed to starboard. We began circling at a range of about 1000 yards. Further offensive or defensive action being impossible, with all guns out of action and the ship ablaze amidships, I stopped engines and ordered abandon ship. Casualties were heavy. I estimate that barely 20 men, including wounded, took to the water. The Japanese destroyer lay off and, although the White Ensign remained flying, ceased fire but made no attempt to pick up survivors. I advised men to make for the mainland shore but a number are believed to have made for the middle of the Strait in the hope of being picked up. The action lasted about ten minutes. The captain of the Mata Hari (Lieutenant Carson), who witnessed the action, states that the Japanese ship fired 14 six-gun salvoes. There were four, or possibly five, direct hits, and, in addition to the damage from these, most regrettable carnage was caused on the closely stowed upper deck by burst from several "shorts". The ship sank not long after being abandoned, burning furiously. Other than Dunne, no other officer or rating appears to have been decorated for the action, Clarks D.S.C. and Bar having stemmed from acts of gallantry in the Second Battle of Narvik and during earlier air attacks off Singapore; sadly the fate of Lieutenant E. J. H. Christmas, R.A.N.V.R., was never fully established, and he is assumed to have died on 15 February 1942. Sold with the recipients original Buckingham Palace returning P.O.Ws message, dated September 1945, together with a quantity of related research and a copy of Commander Victor Clarks memoirs, Triumph and Disaster, in which he describes the demise of H.M.M.L. 311 in detail.

A rare E.II.R. A.F.M. awarded to Pilot Officer F. O. Robertson, a gallant Master Pilot and Test Pilot whose stalled aircraft went into a fatal spin when he turned it away from a Hampshire village while attempting to make a forced-landing Air Force Medal, E.II.R. (654676 F. Sgt. F. O. Robertson, R.A.F.), in its Royal Mint case of issue, extremely fine £2500-3000 A.F.M. London Gazette 31 May 1956. Frederick Ormonde Robertson was born in St. Pancras, London in November 1921 and served as a fitter in the 1939-45 War, prior to being selected for pilot training and being posted to No. 460 Squadron in April 1945. He subsequently graduated as an instructor from the Central Flying School, became a Command Instrument Examiner and was one of just eight pilots based at the elite Home Command Examining Unit at R.A.F. White Waltham, Berkshire. Here he was responsible for giving fellow instructors refresher courses, and flew many types of aircraft, including Vampires and Meteors, in addition to undertaking a period as a test pilot on Provosts, on attachment to Short Brothers. By now a Master Pilot, he was awarded the A.F.M. and was commissioned as a Pilot Officer in June 1956. Tragically, however, he and a fellow instructor were killed on a routine flight to R.A.F. Andover in October 1957, when their Bolton Paul Balliol caught fire and crashed into a cornfield on Sir Jeremiah Colmans estate at Malshanger, near Oakley, Hampshire. One eye-witness later told an inquest that he had seen a piece fall from the aircraft, and then sparks followed by black smoke, while another confirmed that it had hit treetops before ploughing into the cornfield. Robertsons last recorded message was "Forced landing south of Basingstoke engine cutting", but the Balliol went into a fatal spin when he turned it away from the village of Oakley.

A Wilesco steam driven traction engine with various drive wheels mounted on a board with grinder, hacksaw, pillar drill, etc.

A Mamod Spirit Fired Stationary Engine

A Meccano Steam Engine, a quantity of Mamod steam engine accessories and other items (box)

A Silver Hip Flask, with two sections and engine turned decoration, initialled, Birmingham 1929, 8 cm high

A Bassett Lowke Gauge 1 Spirit Fired Tank Engine, 0-4-0, in LNER green and black livery (fire damage and bonnet missing) See illustration

A Bassett Lowke 2 Inch Gauge Locomotive, Sydney 4-4-0, engine number 3410, in green and black livery, having clockwork mechanism See illustration

A Bassett Lowke Gauge 1 Tank Engine, 0-4-0, in GWR green and black livery, having clockwork mechanism See illustration